Ground Operations Safety Manual - Changi AirportGround Operations Safety Manual Changi Airport Group...

Ground Operations

Safety Manual

Changi Airport Group | PO Box 168, Singapore Changi Airport, Singapore 918146

www.changiairportgroup.com

Ground Operations Safety Manual

May 2017 2 Issue 0 Revision 4

AMENDMENT RECORDS

The amendments listed below have been incorporated into this copy of the Ground Operations Safety

Manual.

Serial

No.

Issue

No.

Revision

No. Topic Effective Date

1 0 0 Initial Issue 09 Jul 2014

2 0 1 Inclusion of Annexes IV to VI

15 Aug 2014

Annex IV

Annex V

Annex VI

: Aircraft Engine Run-Up

: Compass Swing Calibration Check

: General Guidelines on Washing of

Aircraft Exteriors in Changi Airport

3 0 2

Part 1 – Introduction

Revised text: Subsections 5.3 and 5.5.2

Revised text and picture: Subsections 6.1

Inserted Section 7: Equipment Staging Area

(ESA)

Amendment to section numbering: Sections

7 to 14 are now Sections 8 to 15 respectively

08 May 2015

4 0 3

Part 8 – Ramp Supervision

Addition of Part 8 section on ramp

supervision

Addition of Annex VII on IGOM’s

recommendations

18 Oct 2016

5 0 3 Part 5 – Aircraft Pushback

Addition text: Subsections 5.3.5 to 5.3.7 18 Oct 2016

6 0 3

Part 6 – Aircraft Towing

Insert text: Subsections 6.4(i)

Insert text: Subsections 6.4(m)

18 Oct 2016

7 0 4

Part 9 – Training & Competency of GSP Personnel

Safety training program

Functional safety training program

Structure of training program

Documentation

5 May 2017

8 0 4

Part 10 – Ground Service Equipment Maintenance

Preventive and corrective maintenance

Treatment of unserviceable GSE

Documentation

Airfield Vehicle Permit requirements

5 May 2017



9

0

4

Annex IV – Aircraft Engine Run-Up

Changes in procedures and requirements

5 May 2017



GLOSSARY

ACC Airside Control Centre

ADGS Aircraft Docking Guidance System

ADP Airside Driving Permit

AES Airport Emergency Services

AMC Airside Management Centre

APU Auxiliary Power Unit

AVP Airside Vehicle Permit

CAAS Civil Aviation Authority of Singapore

CAFHI Changi Airport Fuel Hydrant Installation

CAG Changi Airport Group

CCTV Closed-Circuit TeleVision camera

DAA Delivery At Arrival

ERA Equipment Restraint Area

ESA Equipment Staging Area

ETA Estimated Time of Arrival

FOD Foreign Object Debris

FSM Fire Safety Manual

FSZ Fuelling Safety Zone

GOSM Ground Operations Safety Manual

GPU Ground Power Units

GSE Ground Service Equipment

GSPs Ground Service Providers



IATA International Air Transport Association

IGOM IATA Ground Operations Manual

JCPL Joint Container Pallet Loader

MARS Multiple Aircraft Receiving Stand

MDL Main Deck Loader

PDA Personal Digital Assistant

PEDs Portable Electronic Devices

PLB Passenger Loading Bridge

RT Radio Telephony

SOPs Standard Operating Procedures

TEP Temporary Entry Permit

ULDs Unit Load Devices

VHF Very High Frequency



TABLE OF CONTENTS

Amendment Records

2 – 3

Glossary

4 – 5

Table of Contents

6 – 8

1 PART 1 – INTRODUCTION

1 Purpose and Scope 9

2 Applicability 10

3 Foreign Object Debris 11

4 Accident / Incident Reporting 12

5 Equipment Restraint Area (ERA) 13

6 Equipment Staging Area (ESA) 14

7 Vehicles and Motorized GSE 15

8 GSE Safety Driving and Parking Inside ERA 16-18

9 Actions When Vehicle Catches Fire 19

10 Conduct and Behaviour of Airside Ground Personnel 20

11 Use of Safety Cones 21-23

12 Use of Wheel Chocks 24

13 Adverse Weather Conditions 25

14 High Wind Conditions

26

2 PART 2 – AIRCRAFT DOCKING GUIDANCE SYSTEM / MANUAL

MARSHALLING

1 Introduction 27

2 Personnel 28

3 Pre-Arrival Handling 29

4 Arrival Handling

30

3 PART 3 – OPERATION OF PASSENGER LOADING BRIDGE

1 Introduction 31

2 Personnel 32

3 Pre-Arrival Handling 33-34

4 Arrival Handling 35-36

5 Departure Handling 37-38



4 PART 4 – OPERATION OF GSE ASSOCIATED WITH AIRCRAFT

HANDLING AND LOADING

1 Introduction 39

2 Ramp Handling Area of Assessment 40

3

4

Supervision

Training & Qualification of Aircraft Loading & Unloading / Servicing

Staff

41

42

5 Aircraft Arrival at a Stand 43

6 Grounding of Aircraft 44

7 Safety During Refuelling 45

8 Non-Motorized GSE 46

9 Load Carried by GSE 47

10 Unit Load Devices 48

11 Passenger Loading Bridge 49

12 Mobile and Non-Motorized Passenger Steps / Stairs 50

13 Arrival Passenger Disembarkation Process on the Ramp 51

14 Aircraft Loading / Unloading Equipment 52-53

15 Conduct and Behaviour of Airside Ground Personnel 54

16 Use of Safety Cones 55

17 Fuel / Oil Spill 56

18 Aircraft Ground Stability 57

19 Low-Wing Aircraft (i.e. B737 and below) 58

20 Aircraft Departure

59

5 PART 5 – AIRCRAFT PUSHBACK

1 Introduction 60

2 Personnel and Equipment 61

3 Departure Handling 62

4 Air Tug and Tow Bar Operations 63

5 Towbarless Tractor Operation 64

6 Post Flight Check

65

6 PART 6 – AIRCRAFT TOWING

1 Introduction 66

2 Aircraft Towing Operations 67-68

3 Aircraft Towing Requirements 69

4 Towing Manoeuvring 70-71

5 Manoeuvring During Adverse Weather Conditions 72

6 Radio Telephony Failure During Towing 73

7 Wingwalker 74

8 Incidents During Towing 75-76



7 PART 7 – AIRCRAFT FUELLING

1 Introduction 77

2 Fuelling Safety Zone 77

3 Refuelling Truck / Fuel Dispenser 77

4 Obstacle Light 78

5 Fuelling Vehicles Safety Driving and Parking Inside ERA 79-80

6 Safety During Refuelling 81

7 Removal of Cones and Equipment 82

8 Foreign Object Debris 83

9 Fuel Spillage 84

10 High Wind Conditions

84

8

9

10

1

2

1

2

3

4

1

2

3

4

PART 8 – Ramp Supervision

Introduction

Supervision scope

PART 9 – Training and Competency of GSP Personnel

Safety Training Program

Functional Safety Training Program

Structure of Training Program

Documentation

PART 10 – Ground Service Equipment (GSE) Maintenance

Preventive and Corrective Maintenance

Treatment of Unserviceable GSE

Documentation

Airfield Vehicle Permit (AVP) Requirements

ANNEX

85

85-86

87

88

89

89

90

90

90

90

1 IMPORTANT CONTACT INFORMATION 91

2 AIRCRAFT MARSHALLING SIGNALS 92-110

3 AIRCRAFT ENGINE RUN-UP 111-112

4 COMPASS SWING CALIBRATION (CSC) CHECK 113-115

5

7

GENERAL GUIDELINES ON WASHING OF AIRCRAFT

EXTERIORS IN CHANGI AIRPORT

IGOM RECOMMENDED CHECKLIST

116

117-119



PART 1

INTRODUCTION

1 PURPOSE AND SCOPE

1.1 With effect from 9 July 2014, the Ground Operations Safety Manual (GOSM) will

supersede the Responsibilities of Ground Handling Personnel Manual.

The CAG Airside GOSM defines CAG’s ground handling safety standards for GSPs at Changi

Airport to ensure ground operation activities are safely accomplished. The procedures

reflect the minimum safety standards as identified by CAG Airside Management on behalf

of CAG, the aerodrome operator.

CAG seeks to collaborate with GSPs to mitigate safety risks of the following ground

operational activities:

i) Aircraft Power-In Arrival and Aircraft Power-Out Departure*

ii) Aircraft Powerback*

iii) Aircraft Marshalling

iv) Operation of Passenger Loading Bridge

v) Operation of GSE Associated with Aircraft Handling and Loading

vi) Aircraft Pushback

vii) Aircraft Towing

viii) Aircraft Fuelling

Note: *Not applicable to Changi



2 APPLICABILITY

2.1 This document shall be used by GSPs at Changi Airport as one of the main documents in

the conduct of ground handling functions.

2.2 In the event should the GSP deviate from the published GOSM, it shall be shown in the

GSP’s ground operations manual.

2.3 This document will provide the basis for which CAG airside inspections and audits will be

conducted.

2.4 To ensure a high level of ground handling safety, the CAG Airside Management on behalf

of CAG, the aerodrome operator, will conduct unannounced safety inspections based on

the inspection checklists, following which the affected GSP will receive an inspection

report.



3 FOREIGN OBJECT DEBRIS

3.1 FOD is any loose substance, material or object alien to the aircraft that could potentially

cause danger to the safety and operation integrity of the aircraft.

3.2 Below are examples of FOD:

Classes Examples

Metal Coins, nuts / bolt, tools, cans,

safety wires

Stone Pebbles, concrete, gravel

Miscellaneous Wooden skids, plastic sheets,

cartons, nettings, luggage

wheels and handles, paperwork

Live animals Birds

3.3 FOD checks include the following:

(a) Check apron and stand areas.

(b) Check ground equipment staging and parking areas in proximity to area of

operation.

(c) Check ground equipment (including floors of enclosed cabins)

(d) Check any garbage bin areas for cleanliness and ensure covers are securely fitted.

(e) Ensure that anything carried in or on a vehicle is secured.

(f) Conduct a FOD walk of the aircraft stand removing all FOD found.

(g) Pick-up and dispose all FOD in designated garbage bins.



4 ACCIDENT / INCIDENT REPORTING

4.1 Whether in the air or on the ground, safety first is the rule. Airside safety rules and

procedures ensure safe handling; therefore, safety regulations shall be understood and

always applied on the apron, on and around aircraft, in hangers and workshop.

4.2 Safety of the aircraft is of paramount concern. Any slightest dent or scratch on the aircraft

shall be immediately reported for technical evaluation. As an aircraft has to withstand very

great forces at high altitudes, personnel should be aware that even a slight scratch or dent

on the aircraft could be the direct cause of serious accidents.

4.3 GSP shall immediately report to CAG ACC / AMC if it sees or causes any aircraft damage.

4.4 Do not approach the aircraft with any GSE to the area where the damage has been found

unless allowed by CAG.

Note: Refer to CAAS’s By-Laws:

No. 42 Duty to notify and report accidents; and

No. 95 Moving or otherwise interfering with aircraft or vehicle involved in

accident, etc.

4.5 Accident with Other Vehicle

4.5.1 Stop operation of vehicle / GSE immediately

4.5.2 GSP shall immediately contact CAG ACC / AMC stating position, nature of trouble and wait

for assistance.



5 EQUIPMENT RESTRAINT AREA (ERA)

5.1 The ERA is defined as the area of the apron bordered by a red line and shall be kept clear

at all times for the safe movement of an aircraft in and out of the aircraft stand. Drivers

are not allowed to park or position any vehicle or ground servicing equipment within the

ERA at all times, unless they are servicing an aircraft after its arrival or prior to departure.

5.2 No personnel or equipment shall be within the ERA and PLB Safety Zone until the aircraft

anti-collision lights and the aircraft engines are switched off



6 EQUIPMENT STAGING AREA (ESA)

6.1 The ESA of an aircraft stand is demarcated by a continuous white line outlining the area

where ground handling equipment or vehicles for the servicing of an aircraft be positioned

at least 20 minutes before the arrival the aircraft. All vehicles must be lined up in an

orderly manner at all times. All ground handling equipment or vehicles shall be removed

from the ESA and returned to designated parking area after aircraft servicing.



7 VEHICLES AND MOTORISED GSE

7.1 Only personnel who are issued with a valid CAG’s ADP for that specific equipment / vehicle

type shall drive and operate the GSE.

7.2 Personnel who are issued with a valid CAG’s ADP are to carry their State License, in

addition to their ADP, along with them when driving in the airside. Drivers are expected to

show their State License and ADP when requested by any of the CAG Inspection Officers or

those authorized by CAG.

7.3 Only GSE / vehicle issued with a valid CAG’s AVP or TEP shall be operated within the

airside.

7.4 GSE / Vehicle issued with a TEP are not allowed to enter an aircraft stand unless

permission is issued by the management.

7.5 GSE / Vehicle issued with CAG’s AVP shall be equipped with a fire extinguisher.

7.6 GSE / Vehicle issued with CAG’s AVP shall be equipped with a yellow flashing light on the

highest point of the vehicle and switched on at all times.

7.7 One aerobridge or mobile passenger step or integral stair shall be positioned with the

aircraft door fully open for evacuation of passengers when fuelling with passengers on

board.



8 GSE SAFE DRIVING AND PARKING INSIDE ERA

8.1 Conduct pre-operational inspections of GSE

All vehicle and trailed equipment operating in airside shall conduct pre-operational

inspections daily.

8.2 The following precautions shall be taken when operating GSE within the ERA.

(a) Do not move any GSE, including the PLB, towards the aircraft unless all the

following criteria are met:

(i) Aircraft has come to a complete stop;

(ii) Engines have been switched off and are spooling down;

(iii) Anti-collision lights are switched off;

(iv) Wheel chocks are positioned; and

(v) Ground / Flight crew communication has been established and headset

man has given the ‘thumbs up’ signal.

Note: The above does not apply for GPU when aircraft’s APU is unserviceable.

GPU should be positioned on the right-hand side of the nose wheel parallel to

the aircraft centerline.

(b) Do not approach the aircraft until all safety cones have been placed;

(c) Do not drive GSE more than 5 km per hour;

(d) Do not operate vehicles or equipment while using hand-held PEDs.

(e) Do not carry extra personnel during GSE movement unless that person is seated

in a passenger seat provided in the vehicle or standing in a section of the vehicle

which has been constructed for standing passengers.

(f) Do not drive the GSE across the path of embarking and disembarking

passengers. Aircraft passengers always have right of way.

(g) Ensure a free passage is maintained for the fuel dispenser to be removed

speedily.

(h) Do not drive or park under the aircraft fuselage and / or wing, and do not drive

over fuel pits;



Exceptions:

GSE and vehicles needed for aircraft servicing (e.g. aircraft fuel dispenser,

aircraft defuelling truck, water servicing truck, toilet / lavatory servicing truck),

or

On stations or with aircraft types where the aircraft / stand configuration

makes it necessary to tow dollies under the wing during (off)loading of the aft

cargo hold of a wide body aircraft. In such situations, tow only empty dollies

under the rearmost part of the right wing only.

Note: Refer to CAAS By-Law No.11.

(i) Do not leave any vehicle unattended with its engine running;

(j) Do not drive GSE with lifting devices in the raised positions, except for final

positioning of the GSE onto the aircraft;

(k) Use a guide person when backing GSE to the aircraft; and

(l) After positioning on the aircraft, raise all safety rails on conveyor belts, loaders

and other elevated devices.

(m) Make a minimum of one complete stop with all motorized vehicles / equipment

prior to entering the ERA.

(i) Conduct a “Brake Check” or “Safety Stop” by coming to a full and

complete stop to confirm the serviceability of the brake system on the

vehicle and to test the apron surface.

(ii) This action SHALL be carried out even if there is no ERA marked on the

apron.

(iii) This stop shall be conducted at a distance of no less than 5 meters from

the aircraft.

(n) Manoeuvre GSE carefully in order to prevent personnel injury and / or aircraft

damage.

(o) When reversing vehicles or equipment with limited rear-view visibility inside the

ERA, make sure you are:

(i) Guided by an agent using standard IATA signals, and / or

(ii) Assisted by means of a rear-view video or mirror.



(p) Any moving vehicle that is not positioning at the aircraft shall stay outside the

operational safety buffer zone.

8.3 Breakdown of GSE within the ERA

In the event of a breakdown of a GSE within the aircraft stand, the operator of the GSE:

(a) Shall not leave the GSE unattended;

(b) Immediately inform CAG ACC; and

(c) Shall arrange for the immediate removal of the GSE and ensure that aircraft

handling operation is not obstructed by the breakdown.



9 ACTIONS WHEN VEHICLE CATCHES FIRE

9.1 The operator of the GSE shall first attempt to move the vehicle away from the aircraft

and building. Then he shall carry out the following:

(a) Turn off engine;

(b) Switch off master switch, if applicable;

(c) Get the passenger and himself out of the vehicle;

(d) Attempt to put out the fire with fire extinguisher onboard without endangering

oneself;

(e) Inform AES (refer to Annex I for contact information); and

(f) Stay away from the vehicle and direct traffic away.



10 CONDUCT AND BEHAVIOUR OF AIRSIDE GROUND PERSONNEL

10.1 All personnel shall ensure that they:

(a) wear a high visibility safety vest at all times;

(b) do NOT smoke;

(c) observe ramp safety rules (e.g. no horseplay on the job);

(d) do not walk between ULDs or trailers;

(e) do not maltreat GSE and to use GSE only for its intended purpose. Do not tow

another GSE unless a suitable tow bar is used for that purpose;

(f) observe the danger areas / hazards on the ramp and take the necessary

precautions for personnel and aircraft safety. Report oil spills covering an area

more than 4 m²;

(g) ensure the ground below the PLB emergency stairs is kept clear of all

obstructions;

(h) do not litter or leave any refuse or FOD within the aircraft stand;

(i) shall not consume any food or beverage and shall not feed any bird or animal;

(j) position all GSEs and vehicles so that they do not obstruct the refuelling vehicle’s

escape route;

(k) shall NOT use PEDs (e.g. cell phone, camera, PDA also known as palmtop

computer, radios) within 3 metres of FSZ when refuelling is in progress, unless

such device is intrinsically-safe certified.

Note: "Every time an aircraft is refuelled, fuel is pumped into the aircraft fuel

tanks, expelling fuel vapours from the tanks through each wing vent

(approx 1 metre inside each wingtip). This vapour mixes with the

surrounding air forming a flammable environment. Introducing

equipment which can produce a spark risks ignition of the vapour and

a flash fire that will burn people, the aircraft and equipment.”



11 USE OF SAFETY CONES

11.1 Safety cones are a caution sign for operators to maintain safety distance from certain

parts of the aircraft against collision by GSE.

11.2 The cones should be orange in colour with reflective stripes. Do not use the cone if it does

not serve its intended purpose.

11.3 Do not approach the aircraft unless all of the following criteria are met and to position

safety cones to protect the aircraft engines which are susceptible to ground damage:

(a) Aircraft has come to a complete stop;

(b) Engines have been switched off and are spooling down;

(c) Anti-collision lights are switched off; and

(d) Wheel chocks are positioned.

11.4 Cones placement should be done according with the airlines’ requirement or as

recommended by IATA (IGOM Chapter 4 Paragraph 4.6.1.1 and 4.6.1.4), shown in Figure 1

and Figure 2 – within a maximum of 1 metre outward from the point of the aircraft being

protected.

11.5 Safety Cones Removal

11.5.1 Do not remove the safety cones until GSE and vehicle activities around the aircraft have

ceased prior to departure of the aircraft.

11.5.2 When not in use, place the safety cones in the designated storage area.



Figure 1: Cone Placement for Wing-Mounted Twin Engine Jet Aircraft.



Figure 2: Cone Placement for Wing-Mounted Four Engine Jet Aircraft.



12 USE OF WHEEL CHOCKS

12.1 Ensure that there are sufficient numbers of serviceable chocks for the arrival aircraft,

taking account of the ramp and / or weather condition.

12.2 Wheel Chocks Placement

12.2.1 Do not approach the aircraft to place the chocks until it has come to a complete stop.

After the aircraft has come to a complete stop, wait until its anti-collision lights are

switched off, engines have been switched off and are spooling down, before proceeding to

place the chocks at the wheels. Place the chocks in accordance to airline’s requirements.

12.2.2 Walk towards the main gear in the path parallel to the fuselage.

12.2.3 Remove any temporarily-placed nose gear chocks, if applicable.

12.2.4 Give the ‘Chocks Inserted’ hand signals to the flight deck crew.

12.2.5 When placing chocks, stand well clear of the path of the tires. Approach / Leave the main

landing gear from the front or rear.

12.3 Wheel Chocks Removal

12.3.1 Remove the chocks ONLY after all GSE have been disconnected from the aircraft including

the PLB.

12.3.2 Do not leave any unused chocks on the ramp. Stow all unused chocks in their designated

stowage place at the aircraft stand.



13 ADVERSE WEATHER CONDITIONS

13.1 GSE operators shall reduce speed in view of slippery apron surface.

13.2 During inclement weather, wear high visibility raincoat or rain suit at all times.

13.3 The ground personnel performing ground to flight deck communication shall always use a

wireless headset, especially during inclement weather condition.



14 HIGH WIND CONDITIONS

14.1 Install additional chocks and remove all equipment from around the aircraft and secure

outside the ERA.

14.2 Ensure empty ULDs are secured.

14.3 Remove and secure all loose items / equipment (e.g. engineering steps).

14.4 Do not leave aircraft doors open.

14.5 Retract and lower PLB, if applicable.



PART 2

AIRCRAFT DOCKING GUIDANCE SYSTEM / MANUAL MARSHALLING

1 INTRODUCTION

1.1 This section provides safety procedures for the operation of ADGS and conducting manual

marshalling.

1.2 If any part of the functions is outsourced to an external third-party, the GSP shall establish

direct oversight to ensure that the function is conducted safely.

1.3 This section shall be read in conjunction with GOSM Part 1 – Introduction.



2 PERSONNEL

2.1 All operators are required to undergo training on the ADGS and manual marshalling. The

training should comprise of both theory and practical components.

2.2 Operators shall have experience operating the ADGS and conducting manual marshalling on

live flights under trainer or mentor supervision before allowed to operate independently.

GSPs should establish measures to ascertain the competency of new operators and such

measures shall be documented.

2.3 Operators, who are qualified to operate the ADGS and conduct manual marshalling, shall

undergo refresher courses every two (2) years. All training records shall be retained by the

GSP and provided to CAG upon request.



3 PRE-ARRIVAL HANDLING

3.1 Operators shall arrive at the bay at least 15 minutes prior to aircraft’s ETA.

3.2 Ensure that the corresponding aircraft type is painted on the stop bar. A chock may be

positioned at least 1 metre away from the edge of the designated stop bar to serve as a

guidance marker for aircraft nose wheel stop position.

3.3 The operator shall have knowledge of the aircraft type assigned to the bay and make the

right selection on the ADGS control panel.

3.4 Upon arrival at the bay, the ADGS operator shall ensure that all equipment are properly

secured and positioned in an orderly manner inside the ESA. The surrounding area should be

free from any FOD and the bay shall be clear of oil / fluid / fuel spillage.

3.5 No equipment and personnel should be in the ERA.

3.6 Ensure that the PLB is fully retracted and parked at its white parking box.

The following exceptions apply:

For A380 flights, wheels of L3 arm are in the "pre-position" box.

For MARS Right Bay, wheels of PLB arm are in the "pre-position" box for Code C

aircraft.

For MARS Left Bay, wheels of PLB arm are in the "pre-position" box for Code E

aircraft.

3.7 Conduct a serviceability check on the ADGS at least 15 minutes prior to aircraft ETA.

3.8 Ensure that there are sufficient numbers of serviceable chocks and safety cones for the

arrival aircraft.

3.9 Manual marshallers shall stand by with marshalling bats or ‘Dayglo’ wands (to be illuminated

in low visibility / night operations) and marshalling platforms (if required) in the event that

manual marshalling is required.



4 ARRIVAL HANDLING

4.1 Prior to aircraft taxiing into the bay, ADGS operators shall ensure that the ERA is free of

equipment and personnel. Operators shall also ensure that there is adequate clearance for

the aircraft as it taxies into the bay.

4.2 In the event that ADGS is faulty or unavailable at the bay, operators shall commence manual

marshalling using the correct marshalling signals before aircraft reaches the bay lead-in line

(refer to Annex II for aircraft marshalling signals).

4.3 ADGS operators / Manual marshallers shall guide the aircraft to a complete stop at the

designated aircraft type stop bar.

4.4 Inform CAG ACC immediately if there is a fault in the ADGS or if the aircraft overshoots /

undershoots the designated stop bar.

4.5 After the aircraft comes to a complete stop with its engines shut down and anti-collision

lights OFF, the operator can then proceed to place chocks at the aircraft wheels.



PART 3

OPERATION OF PASSENGER LOADING BRIDGE

1 INTRODUCTION

1.1 This section provides safety procedures for the operation of PLB.

1.2 If any part of the function is outsourced to an external third-party, the GSP shall establish





2 PERSONNEL

2.1 All PLB operators shall be licensed by CAG to operate the PLB and hold a valid Class ‘A’

ADP. Operators shall be conversant with emergency procedures and comply with SOPs

located next to all PLB consoles and other instructions which may be issued by CAG.

Operators are to use “Auto-Dock” function of the PLB console, if the PLB console has this

function.

2.2 PLB operators shall undergo refresher courses every two (2) years. All training records

shall be retained by the GSP and provided to CAG upon request.



3 PRE-ARRIVAL HANDLING

3.1 Operators shall arrive at the bay at least 15 minutes prior to aircraft’s ETA.

3.2 Perform a check to ensure that no FOD is left within the red hatched area beneath the PLB

and in the surrounding area of the parking stand. Operators shall also ensure that the

passageway within the PLB is free of FOD prior to aircraft arrival.

3.3 Operators shall ensure that the PLB is fully retracted and parked at its white parking box.


For A380 flights, wheels of L3 arm are in the "pre-position" box.

For MARS Right Bay, wheels of PLB arm are in the "pre-position" box for Code C

aircraft.

For MARS Left Bay, wheels of PLB arm are in the "pre-position" box for Code E

aircraft.

3.4 If the wheels of the PLB are extended beyond the white parking box, DO NOT RETRACT

THE PLB. Instead, operators shall alert CAG ACC immediately and wait for a CAG officer to

investigate the issue.

3.5 Ensure that all safety chains (located in the cab, Tunnel ‘A’ and PLB entrance) are secured

and hooked.

3.6 Conduct a serviceability check of the PLB. Operators shall also check for ‘No Go’ items – If

any of the following is missing, the PLB is considered unserviceable. They are:

(i) Emergency stop

(ii) Selector key switch

(iii) Power on button

(iv) Cabin closure (condition and padding)

(v) Horizontal drive joy stick

(vi) Vertical drive button

(vii) Cab rotation button

(viii) Closure drive button



3.7 In the event where the PLB is unserviceable:

(a) Inform CAG ACC immediately.

(b) Inform the airside officer / operations supervisor of the incoming flight and

request for a passenger step to be dispatched to the bay.

(c) If the maintenance staff is unable to rectify the PLB fault upon reaching the site,

the PLB operator is to deploy the passenger step for passenger disembarkation

upon instructed by the airline or CAG.

3.8 Activate the switches for ventilation, air conditioning and lighting in the PLB prior to

aircraft arrival. Open the roller shutter when the arrival aircraft turns into the aircraft

stand.

3.9 Be aware of the incoming aircraft type and position the height of the PLB accordingly.

3.10 Position the PLB wheels in the wheels positioning box after performing the serviceability

checks.

3.11 Standby a marshaller to be deployed on Apron ground in the event when PLB

malfunctions. In the event that the Auto-dock function is unserviceable and the PLB

operator has to manually dock the PLB to the aircraft, the PLB operator would have to

ensure that a marshaller is positioned on the Apron ground to guide him in his docking

operation.



4 ARRIVAL HANDLING

4.1 Open the PLB roller shutter when the arrival aircraft turns into the aircraft stand.

4.2 Other than the PLB operator, no other personnel shall be present in the cab during

docking. All other personnel shall stand behind the safety chains behind the operator.

4.3 PLB operator is to receive a thumbs-up signal from the headset man before commencing

PLB docking.

4.4 Check the fuselage of the aircraft for any damage before proceeding to dock the PLB. If

any damage is spotted, do not dock the PLB towards the aircraft. Inform CAG ACC

immediately.

4.5 For safety concerns, conduct visual inspections of the apron operation area through the

CCTV screen while operating the PLB. In the event that the Auto-dock function is

unserviceable and the PLB operator has to manually dock the PLB to the aircraft, the PLB

operator would have to ensure that a marshaller is positioned on the Apron ground to

guide him in his docking operation.

4.6 In the event the PLB operates abnormally during auto-dock mode, the operator shall

release the auto-dock button immediately to abort operation and to stop the PLB. If by

releasing the auto-dock button, the PLB did not stop immediately and keeps moving, the

PLB operator shall then depress the red emergency button to cut off all electrical supply

to the PLB immediately.

4.7 Operators shall stop the PLB 0.5 metres from the aircraft to make final adjustments before

docking.

4.8 Ensure the auto-leveller is activated after docking to the aircraft. (The auto-leveller is to be

engaged prior to opening the aircraft door)

4.9 PLB operator shall adjust and maintain the height between the PLB cab floor and the

aircraft door sill at 20 cm for all aircraft types.



4.10 For A380 aircraft ensure that the correct docking sequence is executed (i.e. L1 / L3 / L2).

4.11 Ensure that the cabin closure is extended towards the aircraft door.

4.12 After all checking sequence is completed and the PLB operator has switched to the “Auto-

leveller” position, ensure that the key is removed from the instrument console.

4.13 Unhook the safety chains located in the cab and Tunnel ‘A’.

4.14 Operator is to remain within the audible range of the warning buzzer and horn regardless

with or without disembarkation of the passengers.



5 DEPARTURE HANDLING

5.1 Ensure that a marshaller is deployed on Apron ground to assist with the PLB retraction.

5.2 Perform a check to ensure that no FOD is left within the red hatched area beneath the PLB

and in the surrounding area of the parking stand prior to operating the PLB.

5.3 Check the fuselage of the aircraft for any damage before proceeding to retract the PLB

from the aircraft. If any damage is spotted, do not retract the PLB. Inform CAG ACC

immediately.

5.4 Ensure that all safety chains are hooked up and secured prior to retracting the PLB.

5.5 Ensure the cabin closure is raised and that the closure is fully retracted.

5.6 The aircraft door shall be completely closed prior to disengaging the auto-leveller and

retracting the canopy.

5.7 Clearance checks shall be conducted and marshaller shall be present before the bridge is

retracted.

5.8 Applicable to PLB Auto Mode: PLB operator retracts 0.5 metres manually before setting

to Auto park function.

5.9 Applicable to PLB Manual Mode: PLB operator withdraws the PLB according to the

marshaller guidance.

5.10 The PLB is to be retracted to the parking box position before the start of pushback.


For A380 flights, the L3 arm is to be in the ‘Pre-Position’ box.

For MARS Left Bay, the PLB arm retracts to the "pre-position" box for Code E

aircraft.

PLB Operator is to retract the PLB in the above listed exceptions to "pre- position"

box for aircraft to push out, after which the PLB operator shall park the PLB arm

in the ‘park box’



5.11 In the event the PLB operates abnormally during auto-dock mode, the operator shall

release the auto-dock button immediately to abort operation and to stop the PLB.

5.12 The operator shall be aware of the steps to be taken in the event that the PLB is unable to

be retracted from the departing aircraft:

(a) Inform the CAG ACC.

(b) Prior to towing the PLB, the PLB operator (in the presence of the CAG PLB

maintenance contractor) shall ascertain that:

(i) The aircraft cabin door is shut.

(ii) No passengers are in the PLB.

(iii) Weather closure has been retracted.

(iv) Airline representative is informed.

(c) Seek the assistance of a tractor driver to tow the PLB.

5.13 Ensure the roller shutter is lowered and shut after use and the wheels of PLB are parked

within the parking boxes.

5.14 Ensure the PLB is set to A300 height.

5.15 Ensure the keys are turned to ‘OFF’ position and removed from the instrument console.

5.16 Ensure the emergency button is depressed.

5.17 PLB operators are to remain on the bridge until the aircraft is pushed back.

5.18 Ensure that any debris is cleared and check the cleanliness of the passageway.



PART 4

OPERATION OF GSE ASSOCIATED WITH AIRCRAFT HANDLING AND LOADING

1 INTRODUCTION

1.1 This section provides safety procedures for aircraft handling.

1.2 If any of the aircraft handling activities is outsourced to an external third-party, the GSP

shall ensure that the activity is conducted safely.




2 RAMP HANDLING AREA OF ASSESSMENT

2.1 Ensure all vehicles and non-motorized equipment use for the handling of aircraft are pre-

positioned in an orderly manner prior to aircraft’s ETA to the stand.

2.2 Ensure all vehicles and equipment are parked orderly within the ESA and do not protrude

into the ERA demarcated in red. The equipment shall not be parked in an area that will be

affected by jet blast or cause obstruction to:

(a) Arriving aircraft

(b) Vehicular traffic lanes

(c) Adjacent stands

2.3 Strictly no personnel, vehicle and / or equipment are allowed in the ERA prior to aircraft

arrival. [Refer to GOSM Part 1 Paragraph 6]

2.4 Check the surrounding area to ensure there is no FOD on all equipment, in the ERA and

ESA.

2.5 Ensure that the second level of apron floodlighting is turned on during the hours of

darkness prior to the arrival of an aircraft at the aircraft stand.



3 SUPERVISION

3.1 Supervision personnel shall be trained and qualified to perform the assigned functions.

The assigned personnel will have to provide oversight of personnel conducting the

following activity:

(a) aircraft loading and unloading;

(b) aircraft servicing (e.g. portable water, lavatory, catering);

(c) passenger embarkation / disembarkation; and

(d) all personnel and GSE involved in the airside operation to ensure compliance

with safety procedures.



4 TRAINING AND QUALIFICATION OF AIRCRAFT LOADING AND UNLOADING / SERVICING

STAFF

4.1 To have a proper oversight, the training and qualification shall be indicated for each

function. The training record shall also indicate type of trainings such as basic training,

dangerous goods training, hands-on training / on-the-job training, recurrent training,

airside safety awareness training and additional training such as re-training.

4.2 All training should be qualified through a formal testing / evaluation process to ensure the

trainee has a comprehensive understanding of the subject and competent to complete the

task being trained in a safe manner.



5 AIRCRAFT ARRIVAL AT A STAND

5.1 If at any time during aircraft movement the ADGS operator / manual marshaller is unsure

or identify an imminent danger, STOP the aircraft by giving the ‘STOP’ signal with the use

of wands or by releasing the ‘deadman’ switch on the ADGS control panel.



6 GROUNDING OF AIRCRAFT

6.1 It is recommended to ground the aircraft when it is at the aircraft stand.



7 SAFETY DURING REFUELLING

7.1 No driver of any motor vehicle shall start the motor vehicle when it is within a radius of 15

metres from any refuelling point or fuel tank of an aircraft which is being refuelled.

7.2 Vehicles issued with TEP shall at all times remain at a safe distance of at least 15 metres

from any refuelling point or aircraft fuel tank vent when there is an aircraft parked at the

aircraft stand.

7.3 When an aircraft is being refuelled, no person shall drive any vehicle or walk over any hose

or bonding cable lay on the apron used for refuelling that aircraft.



8 NON-MOTORISED GSE

8.1 Do not use faulty GSE.

8.2 Do not transport wheel chocks and / or safety cones placed on the roof top of GSE such as

tractors and covered trolleys. Top of containers shall be free of baggage / cargo / mail.

8.3 When handling smaller aircraft such as A320 and B737 etc (i.e. Code A to C), do not tow

more than 2 baggage trolleys / carts and dollies within the ERA for positioning for

unloading / loading of baggage / cargo purposes.



9 LOAD CARRIED BY GSE

9.1 Operator of GSE shall ensure that any load carried by the vehicle is secured at all times.

9.2 Waterproofing of Cargo Placed on Pallets

9.2.1 The use of plastic sheeting over the top of the load is acceptable however, it shall always

be placed underneath the cargo net and shall be adequately tucked into the edges of the

load to prevent it from becoming potential FOD during transportation or strong wind

conditions.



10 UNIT LOAD DEVICES

10.1 ULDs refer to baggage and cargo containers. ULDs shall not be stored on the ground but on

a suitable ULD base support system to ensure airworthiness.

10.2 Checks on ULDs at Aircraft

10.2.1 The door shall always be fully closed and latched before towing and loading.



11 PASSENGER LOADING BRIDGE

11.1 Only personnel who are issued with a valid CAG’s ADP for Class ‘A’ shall operate the PLB.

Please refer to GOSM Part 3 for the safety procedures on the operation of PLB.

11.2 The operator of the PLB is to make sure the movement path is clear of all obstructions and

personnel before moving the PLB.

11.3 Close the aircraft cabin door before removing the bridge.



12 MOBILE AND NON-MOTORISED PASSENGER STEPS / STAIRS

12.1 Passenger steps / stairs shall be outside the ERA before aircraft arrival.

12.2 Make sure the movement path is clear before moving the equipment.

12.3 If the passenger steps / stairs are towed (non-motorized equipment), disconnect them

from the tractor and manually position them toward the aircraft.

12.4 Extend side rails after the cabin door has been opened.

12.5 Close the aircraft cabin door before removing the passenger steps / stairs.

Note: Aircraft cabin door shall only be in open position if there is any GSE (platform

or PLB) securely positioned at the door.



13 ARRIVAL PASSENGER DISEMBARKATION PROCESS ON THE RAMP

13.1 Safe guard the passenger way and supervise passenger disembarkation process.

13.2 The use of personal hand held telephones by passengers shall not be permitted.

13.3 In the event passenger baggage reclamation “Delivery At Arrival (DAA)” is required, it shall

be carried out away from the aircraft handling & loading and fuelling zone.



14 AIRCRAFT LOADING / UNLOADING EQUIPMENT

14.1 When operating aircraft loading / unloading equipment, make a minimum of one

complete stop with all motorized equipment prior to entering the ERA.

(i) Conduct a “Brake Check” or “Safety Stop” by coming to a full and complete

stop to confirm the serviceability of the brake system on the vehicle and to test

the apron surface.

(ii) This action SHALL be carried out even if there is no ERA marked on the apron.

(iii) This stop shall be conducted at a distance of no less than 5 metres from the

aircraft.

14.2 Belt Loader / Skyloader

14.2.1 The following precautions shall be taken when operating the belt loader / skyloader:

(a) Position and remove a belt loader / skyloader in a straight line with the cargo

hold door at a 90o angle to the aircraft fuselage;

(b) Raise / Extend the side handrails after the belt loader / skyloader is positioned.

Make sure they do not touch the aircraft fuselage;

(c) Do not sit or stand on the conveyor belt during GSE movement and when the

conveyor belt is in operation (up or down);

(d) When placing items on the conveyor belt, make sure they are stable and will

not fall off; and

(e) Do not overload.

14.3 ULD Loader / JCPL / MDL

14.3.1 The following precautions shall be taken when operating this GSE:

(a) Check that the GSE is serviceable before use;

(b) Never drive the GSE underneath the wing of an aircraft;

(c) Do not use the JCPL / MDL to transport ULDs across the ramp;

(d) When reversing from aircraft, to do so in a straight line with the cargo hold

door at a 90o angle to the aircraft fuselage; and



(e) Perform the final check on the ULD’s airworthiness to prevent any un-airworthy

ULD from loaded into an aircraft.

14.4 Portable Water Servicing and Toilet Servicing

14.4.1 (a) The ground personnel performing the above function shall ensure that after

servicing, the fitting caps and service panel door are closed and latched; and

(b) The ground personnel shall report any spillage on the aircraft stand to his

supervisor for cleaning arrangement. If the aircraft stand is to be closed to

facilitate the cleaning of the spill, the GSP is to inform CAG ACC / AMC as soon

as possible.



15 CONDUCT AND BEHAVIOUR OF AIRSIDE GROUND PERSONNEL

15.1 All personnel shall ensure that they:

(a) wear a high visibility safety vest at all times;

(b) do NOT smoke;

(c) observe ramp safety rules (e.g. no horseplay on the job);

(d) do not walk between ULDs or trailers;

(e) do not maltreat GSE and to use GSE only for its intended purpose. Do not tow

another GSE unless a suitable tow bar is used for that purpose;

(f) observe the danger areas / hazards on the ramp and take the necessary


more than 4 m²;

(g) ensure the ground below the PLB emergency stairs is kept clear of all

obstructions;

(h) do not litter or leave any refuse or FOD within the aircraft stand;

(i) shall not consume any food or beverage and shall not feed any bird or animal;

(j) position all GSE and vehicles so that they do not obstruct the refuelling

vehicle’s escape route;

(k) shall NOT use PEDs (e.g. cell phone, camera, PDA also known as palmtop


such device is intrinsically-safe certified; and

Note: "Every time an aircraft is refuelled, fuel is pumped into the aircraft

fuel tanks expelling fuel vapours from the tanks through each wing

vent (approx 1 metre inside each wingtip). This vapour mixes with

the surrounding air forming a flammable environment. Introducing

equipment which can produce a spark risks ignition of the vapour

and a flash fire that will burn people, the aircraft and equipment.”

(l) do not allow any passengers within 3 metres in any direction from the centre

point of all fuel vent exits, refuelling plugs, aircraft refuelling ports, fuel

hydrant, fuel hoses and fuelling vehicles.



16 USE OF SAFETY CONES

16.1 Safety cones are a caution sign for operators to maintain safety distance from certain

parts of the aircraft against collision by GSE.

16.2 The cone should be orange in colour with reflective stripes.

16.3 Safety Cones Placement

16.3.1 Do not approach the aircraft unless all of the following criteria are met and to position

safety cones to protect the aircraft engines which are susceptible to ground damage:

(a) Aircraft has come to a complete stop;

(b) Engines have been switched off and are spooling down;

(c) Anti-collision lights are switched off; and

(d) Wheel chocks are positioned.

16.3.2 Cones placement should be done according with the airlines’ requirement or as

recommended by IATA (IGOM Chapter 4 Paragraph 4.6.1.1 and 4.6.1.4). Refer to GOSM

Part 1 Paragraph 11.3.2 for more details.

16.4 Safety Cones Removal

16.4.1 Do not remove the safety cones until GSE and vehicle activities around the aircraft have


16.4.2 When not in use, place the safety cones in the designated storage area.



17 FUEL / OIL SPILL

17.1 Small spills that need no emergency action shall be cleaned up with use of oil absorbent or

rags and discarded properly. Saw dusts shall not be used.

17.2 Report any spills extending 4 m² to CAG ACC / AMC so that they can facilitate stand

closure for cleaning purposes.

17.3 Contact AES and verify whether to stop all activities around the aircraft if spill is extensive.

17.4 Secure the area 15 metres from the contaminated area until the affected area has been

cleaned up.



18 AIRCRAFT GROUND STABILITY

18.1 In general, when loading, load forward holds before aft holds.

18.2 When offloading, offload aft holds before forward holds.

18.3 To avoid “tail-tipping” during ground operations, sequential loading / unloading

instructions shall be followed in accordance to airlines’ requirements.

18.4 Supervision personnel shall observe the aircraft ground stability during ground operations.



19 LOW-WING AIRCRAFT ( I.E. B737 AND BELOW)

19.1 To prevent damage to aircraft with low wings, baggage tractors should stop about 1 metre

from the belt loader / skyloader and unhook the baggage trolleys. Move the tractor away

and position the carts.

19.2 When removing the baggage trolleys, the tractor should be positioned pointing away from

the aircraft wing and the baggage trolley pulled to the tractor.

19.3 Tractors shall never drive under the aircraft wings.



20 AIRCRAFT DEPARTURE

20.1 Action Prior to Pushback of Aircraft

20.1.1 (a) All persons and GSE not involved in the aircraft departure operation are to

remain outside of the ERA; and

(b) The ground personnel performing the final check on the aircraft shall check to

ensure that all aircraft servicing panels and / or hatches are closed and latched.

20.2 Wheel Chocks Removal

20.2.1 (a) To remove the chocks ONLY after all GSE have been disconnected from the

aircraft including the PLB.

(b) Do not leave wheel chocks on the ramp. When not in use, stow them in their

designated stowage place at the aircraft stand.



PART 5

AIRCRAFT PUSHBACK

1 INTRODUCTION

1.1 This section provides safety procedures for aircraft pushback.






2 PERSONNEL & EQUIPMENT

2.1 Personnel doing the aircraft pushback shall be well versed in the SOPs and every bay has its

unique procedures. The procedures can be found at each of the aircraft stand on the PLB

rotunda column.

2.2 Personnel driving the air tug and towbarless tractor are required to have a valid Class 5 ADP.

The vehicle shall also have a valid AVP.

2.3 Personnel conducting the pushback operations shall be able to identify the suitable air tug

and tow bar / towbarless tractor for the specific operation to be conducted.

2.4 Before commencing the aircraft pushback, personnel are required to perform pre-

operational safety checks to ensure that:

(a) The surface condition is safe to conduct the pushback operation i.e. The surface shall

be clear of oil spill and other FOD.

(b) All the aircraft service doors / panels are closed and locked.

(c) Only the required equipment and personnel involved are in the ERA.

(d) The PLB is fully retracted and the wheels are parked correctly within the white

parking boxes. However, do note that for A380 flights, the L3 arm should be in the

“pre-position” box and for MARS Right bay, the PLB arm should be in the “pre-

position” box.

(e) The pushback path is clear of obstructions.

(f) The air tug / towbarless tractor shall be in good working condition. Drivers are

required to do a brake test by making a minimum of one complete stop prior to

entering the ERA.

(i) Conduct a “Brake Check” or “Safety Stop” by coming to a full and complete

stop to confirm the serviceability of the brake system on the vehicle and to

test the apron surface.

(ii) This action SHALL be carried out even if there is no ERA marked on the apron.

(iii) This stop shall be conducted at a distance of no less than 5 metres from the

aircraft.



3 DEPARTURE HANDLING

3.1 The qualified headset man involving in the pushback operation shall establish and maintain

communication with the flight crew via headset throughout the whole operation.

3.2 The headset man has to remain clear of the hazard zones such as aircraft nose gear, aircraft

engines and near the air tug or tractor.

3.3 Standard phraseology should be used for all verbal communication between the flight deck

or brake operator and ground personnel. Provision should be made for a back-up

communication system in the event of a failure of the primary system.

3.4 Standard hand signals should be used for manual communications. Please refer to Annex II

Paragraph 4 (Pushback Hand Signals – Headset Operator to Tug Driver).

3.5 During the pushback operation, it is important to always align the aircraft such that the

taxiway centreline is in between the aircraft main landing gears so as to provide sufficient

wing and tail clearance.

3.6 If ground crew require guidance to locate the taxiway centreline, headset man shall inform

flight deck crew to request Changi Tower to switch on the taxiway centreline lights.

3.7 In a situation where a revised instruction is received after pushback operation has

commenced, the headset man shall inform the flight deck crew to seek clearance from Changi

Tower to tow the aircraft back to the original parking stand. A new pushback clearance from

ATC is required before commencing the pushback operation.



4 AIR TUG AND TOW BAR OPERATIONS

4.1 During the pushback operations, chocks shall be in place till clearance is given by the person

in-charge and the correct by-pass pin shall be installed before connecting the tow bar to the

aircraft’s nose gear.

4.2 For safety reasons, operator shall first detach the tow bar from the air tug before connecting

it to the aircraft’s nose gear. When connecting the tow bar back to the air tug, the operator

should not straddle the tow bar. He shall face the air tug with both legs on one side of the

tow bar.

4.3 Air tug connected to the aircraft should not be left unattended with the engine running and

the operator shall ensure that the tow bar wheels are fully retracted before the pushback

commences.

4.4 If GPU is connected to the aircraft, the operator is to confirm with the flight crew that it is

not in use before removing it.

4.5 Aircraft should be pushed at a walking speed of not more than 5 km per hour. In the event

of poor surface or bad weather conditions, pushback is to be done at a slower speed.

4.6 To disconnect the tow bar, a chock shall be positioned in front of the nose-wheel. Once

clearance signal is given, headset man shall show the by-pass pin to the flight deck when

they are cleared of taxiway.

4.7 Operator should standby at the bay until the aircraft taxis away on its own.



5 TOWBARLESS TRACTOR OPERATION

5.1 Chocks should not be removed from the aircraft until clearance is given by the person in-

charge.

5.2 The correct by-pass pin shall be installed prior to connecting the towbarless tractor to the

aircraft’s nose gear. The operator shall also ensure that the aircraft nose wheels are safely

locked in the towbarless tractor locking mechanism when connected to the aircraft.

5.3 Nose-wheels shall be lifted well above ground before pushback commences.

5.4 When the pushback is completed, the headset man shall inform the flight deck to set the

aircraft parking brakes before disconnecting the towbarless tractor.

5.5 After disconnecting the towbarless tractor from the nose gear, the operator shall position

the tractor such that it is visible from the cockpit before the by-pass pin is being removed.

5.6 Once clearance signal is given, headset man shall show the by-pass pin to the flight deck

when they are cleared of taxiway.

5.7 Operator should standby at the bay until the aircraft taxis away on its own.



6 POST FLIGHT CHECK

6.1 After the pushback operation, operator shall ensure that the bay is clear of FOD for the next

aircraft. If FOD is of suspected aircraft parts, operator should check with the ground

engineer immediately.



PART 6

AIRCRAFT TOWING

1 INTRODUCTION

1.1 This section provides safety procedures for aircraft towing (from aircraft stand to aircraft

stand).






2 AIRCRAFT TOWING OPERATIONS

2.1 An overall-in-charge shall be identified for aircraft towing operation. The assigned personnel

are usually the flight deck engineer. The overall-in-charge shall brief all other personnel

involved in the operation of their responsibilities.

(a) Ensure operator of Air tug or Towbarless tractor has a valid class ‘5’ ADP.

(b) Ensure the latest Aerodrome map is used by the towing crew.

(c) Ensure the towing crew is familiar with the taxiway layout of the airport.

(d) Personnel should be instructed on the hazards associated with aircraft movement

operations e.g. engine ingestion, nose-wheel movement, aircraft track, visibility.

(e) Personnel performing the functions required by the operation shall be positioned

away from hazard zones.

(f) Only those persons required to perform operating functions shall be in the operating

area.

(g) Communication with the flight deck or brake operator should, if possible, be

achieved in a manner that eliminates the need for personnel to walk in close

proximity to the aircraft nose-gear or the tow tractor during the operation e.g. use

of flexible cord to tractor driver, or cordless system.

(h) Standard phraseology should be used for all verbal communication between the

flight deck or brake operator and ground personnel.

(i) Provision should be made for a back-up communication system in the event of a

failure of the primary system.

(j) Standard hand signals should be used for manual communications. Please refer to

Annex II Paragraph 1 (Marshalling Hand Signals) and Paragraph 4 (Pushback Hand

Signals – Headset Operator to Tug driver).



(k) Prior to moving an aircraft all personnel involved in the operation shall have been

briefed and agreed on how communication should be performed and towing

manoeuvred.

(l) SOPs should be developed, in accordance with airframe manufacturers'

recommendations for each type of aircraft movement operation.

(m) Personnel performing marshalling or wing-walking functions SHALL utilize, during

daytime operations, either wands or mitt of a high visibility colour or, during low

visibility / night operations, lighted wands.

(n) Operations conducted in poor surface / weather conditions shall be performed at

low speed.

(o) The general area of the operation shall be kept clear of GSE.

(p) Towing crew shall never enter runways and rapid exit taxiways.

(q) Towing crew shall request for follow-me service when required to do so.

(r) Towing crew shall always seek clarification if doubtful of towing instructions.

(s) Towing crew shall inform ACC if they are unable to execute an instruction / face

difficulty in executing an instruction.



3 AIRCRAFT TOWING REQUIREMENTS

3.1 The following requirements shall be met to perform an aircraft tow:

(a) Prior to commencement of a towing operation, communication is established

between the tractor operator and the flight deck and / or brake operator.

(b) When communication is lost during a towing operation, movement is immediately

stopped.

(c) Ensure hydraulic system pressure for aircraft braking and / or the brake accumulator

is within required pressure range.

(d) Ensure any required electrical systems for towing are energized.

(e) Ensure all gear safety pins / sleeves are installed, and after tow, ensure all pins are

removed and stowed.

(f) Make sure a qualified brake operator is in the cockpit.

(g) Establish communication with the brake operator by means of the interphone

system.

(h) Make sure wheel chocks are positioned at the end of the manoeuvre, prior to

disconnecting the towbarless tractor or towbar.

Caution: Inform the brake operator / flight crew and / or contact the maintenance

department for technical inspection if you: observe any type of excessive fluid leakage;

notice any signs of unmarked aircraft damage; observe any fault, failure, malfunction or

defect which you believe may affect the safe operation of the aircraft for the intended

flight.



4 TOWING MANOEUVRING

The towing manoeuvring procedure is similar for all aircraft types. The following minimum

safety precautions and procedures shall be followed prior to and during aircraft towing

operations:

(a) Align the towbarless tractor or air tug and towbar combination with the center line

of the aircraft before the aircraft movement.

(b) Completely raise the towbar wheels before the start of aircraft movement (if used).

Caution: If the headset man is not in the air tug / towbarless tractor, he is clear of the nose

gear when the aircraft is moving, remain clear of the hazard zones during operation and

avoid walking backwards when dispatching the aircraft.

(c) Prior to the aircraft movement, make sure that the parking brakes are released and

the anti-collision lights are switched on.

(d) Wait for the authorization of the flight crew or brake operator before moving the

aircraft.

(e) Start the pushback operation on a straight line.

(f) Keep the manoeuvring speed to a minimum, and apply the vehicle brakes gently.

(g) Do not exceed the towing speed limit as regulated by the towing equipment, aircraft

and / or airport.

(h)

(i)

Use relevant apron lines as guidance during manoeuvring to ensure safe obstacle

clearance.

It is important to always align the aircraft such that the taxiway centreline is in

between the aircraft main landing gears so as to provide sufficient wing and tail

clearance.

(j) Keep a minimum safety distance between vehicles sufficient in which to stop.

(k) Stop 50 metres before a taxiway intersection, if a stop is required.

(l)

(m)

Avoid sharp turns, which results in excessive tire scrubbing.

If ground crew require guidance to locate the taxiway centreline, headset man shall

inform flight deck crew to request Changi Tower to switch on the taxiway centreline

lights.



(n) Make all stops smoothly.

(o) When arriving at the allocated position, move the aircraft in a straight line for a few

meters to ensure that the nose wheels are in the straight ahead position. This

relieves any tensional stress applied to landing gear components and tires.

(p) Apply the tractor parking brake after a complete stop.

(q) Headset man shall ensure that the aircraft stops at the designated aircraft-type stop

bar.

(r) Headset man shall ensure that chocks are placed at the aircraft wheels and cones

placement done in accordance with the airline’s requirements or as recommended

by IATA (IGOM Chapter 4 Paragraph 4.6.1.1 and 4.6.1.4). Refer to GOSM Part 1

Paragraph 11.3.2 for more details.

Note: Some of these precautions may not be applicable to towbarless vehicles.



5 MANOEUVRING DURING ADVERSE WEATHER CONDITIONS

5.1 During adverse weather conditions (haze, rain, etc.) visibility and traction will be affected.

The tractor driver shall reduce and adapt vehicle speed as required by the present

conditions.



6 RADIO TELEPHONY FAILURE DURING TOWING

6.1 If 3-way communications between cockpit / headset man and air tug / towbarless tractor

operator is not established, towing cannot commence. Towing team shall inform CAG ACC to

facilitate the tow with a “Follow-Me” car.



7 WINGWALKER

7.1 If wingwalkers are deployed, the wingwalkers or other assist personnel shall:

(a) be under the direction of the responsible ground crew at all times;

(b) use proper hand marshalling signals and clear of engine hazard zones;

(c) use 2 marshalling wands, either day-wands or illuminated wands for low visibility

operations;

(d) be positioned as follows:

- Approximately 1 metre outboard of the wingtip;

- In line with the rearmost main gear wheel.

(e) ensure the aircraft movement path is clear of any obstructions, other aircraft,

vehicles etc;

(f) provide “Safe to Proceed” clearance signals at all times to the headset man by using

a distinct “Pendulum” motion of the arm;

(g) continue to monitor the aircraft path until the aircraft is stopped;

(h) position themselves in clear visibility of the headset man, at a safe distance away

from the aircraft (either at the 11 o'clock or 1 o'clock position);

(i) give the “AIRCRAFT HOLD” signal to the towing crew when the visual “Brakes Set”

signal has been received from the #1 Man. (crossed wands may be over head or in

front of chest)



8 INCIDENTS DURING TOWING

8.1 The tractor driver and brake operator shall continuously keep each other informed when

incident happens during towing. Please see table below as stipulated in the IATA IGOM,

Chapter 4, and Paragraph 4.13.2.3.

Brake Operator Tractor Driver

VHF Communication Failure

• Stop aircraft / tractor set immediately.

• Apply tractor parking brake.

• Advise Towing Regulation and wait for assistance

(Follow me before completing the towing).

Tractor Failure

• Inform CAG ACC.

• Apply parking brake.

• Listen to VHF and wait

for assistance.

• Stop aircraft / tractor set.

• Inform CAG ACC.


• Chock the aircraft.

• Listen to VHF.

Coupling Break Off

• Brake the assembly by

stepping on both brake

pedals progressively.

• As soon as the aircraft is

at a standstill, apply the

parking brake before

releasing the pedal.

• Inform Brake Operator immediately

• Do not apply tractor brakes.

• Follow the aircraft path attentively and stop the

tractor according to the aircraft position.


Tractor Fire

• Inform AES and CAG

ACC.

• Apply parking brake.

• Inform the Brake Operator.


• Move tractor away as rapidly as possible.

• Fight the fire, using the fire extinguisher.




Aircraft Fire

• Inform AES and CAG

ACC.

• Apply the parking brake.

• Evacuate the aircraft

using on-board means, if

required.


• Move tractor away as rapidly as possible.

• Chock the aircraft, where possible.

Accident with Other Aircraft or Vehicle

• Contact the Control

Tower stating position

and nature of trouble.

• Listen to VHF and wait

for assistance.



• Advise towing regulation.

• Do not unload or disconnect the aircraft.

• Chock the main landing gear.



PART 7

AIRCRAFT FUELLING

1 INTRODUCTION

1.1 This section provides safety procedures for aircraft fuelling.




2 FUELLING SAFETY ZONE

2.1 The FSZ is defined as an area of at least 3 metres in any direction from the centre-point of

all fuel vent exits, refuelling plugs, aircraft refuelling ports, fuel hydrants, fuel hoses and

fuelling truck (fuel dispensers).

3 REFUELLING TRUCK / FUEL DISPENSER

3.1 The responsible ground personnel / refuelling operator shall ensure that he:

(a) is issued with a valid CAG’s ADP to drive and operate that specific equipment type;

(b) operates only GSE issued with a valid CAG’s AVP and equipped with a fire

extinguisher;

(c) wears a high visibility safety vest at all times;

(d) do NOT smoke;

(e) observes ramp safety rules (e.g. no horseplay on the job);

(f) observes the danger areas / hazards on the ramp and take the necessary


more than 4 m²;

(g) do not litter or leave any refuse or FOD within the aircraft stand;

(h) shall not consume any food or beverage and shall not feed any bird or animal;

(i) informs the responsible ground personnel to remove any GSE and vehicles if they

obstruct the refuelling vehicle’s escape route.



4 OBSTACLE LIGHT

4.1 All fuelling vehicles shall display at its highest point a yellow flashing light.



5 FUELLING VEHICLES SAFETY DRIVING AND PARKING INSIDE ERA

5.1 The following precautions shall be taken when operating fuelling vehicles within the ERA:

(a) Do not move any fuelling vehicles towards the aircraft unless all of the following

criteria are met:

(i) Aircraft has come to a complete stop;

(ii) Engines have been switched off and are spooling down;

(iii)) Anti-collision lights are switched off;

(iv) Wheel chocks are positioned; and

(v) Ground / Flight Crew communication has been established and headset

man has given the ‘thumbs up’ signal.

(b) Do not approach the aircraft until all safety cones have been placed;

(c) Do not drive fuelling vehicles more than 5 km per hour;

(d) Test the brakes as soon as possible and before leaving the depot. The approach to

an aircraft shall be such that collision will be avoided in the event of vehicle brake

failure.

(e) Do not operate vehicles or equipment while using hand-held PEDs.

(f) Do not carry extra personnel during movement of fuelling vehicles unless that

person is seated in a passenger seat provided in the vehicle or standing in a section

of the vehicle which has been constructed for standing passengers.

(g) Do not drive the fuelling vehicles across the path of embarking and disembarking

passengers. Aircraft passengers always have right of way.

(h) Ensure a free passage is maintained for the fuel dispenser to be removed speedily.

(i) Do not leave any vehicle unattended with its engine running;

(j) To display a cone or winged flag at the hydrant pit to alert vehicles from running

over the refuelling hose inlet coupler or hydrant pit valve;

(k) Ensure that the fuel dispensers are properly bonded when refuelling is in progress;

(l) Ensure that the lanyard is connected to the hydrant pit valve during refuelling;



(m) One aerobridge or mobile passenger step or integral stairs shall be positioned with

the aircraft door fully opened for evacuation of passengers when fuelling with

passengers on board.



6 SAFETY DURING REFUELLING

6.1 The refuelling operator should shut down the refuelling operation whenever:

(a) any driver of any motor vehicle starts the motor vehicle when it is within a radius

of 15 metres from any refuelling point or fuel tank of an aircraft which is being

refuelled. Prior to any driver of any motor vehicle starting the engine, the driver

shall first inform the refuelling operator to shut down the refuelling operation.

Ground Power Units shall be positioned at least 6 metres away from fuelling

vehicles and clear of wing tank vents. The unit shall not be disconnected or

switches operated during fuelling;

(b) any driver drives any vehicle over any hose or bonding cable laid on the apron

used for refuelling that aircraft;

(c) a person uses PEDs (e.g. cell phone, camera, PDA also known as palmtop


such device is intrinsically-safe certified; and

(d) any passengers are within 3 metres in any direction from the centre point of all

fuel vent exits, refuelling plugs, aircraft refuelling ports, fuel hydrant, fuel hoses

and fuelling vehicles.



7 REMOVAL OF CONES AND EQUIPMENT

7.1 Do not remove the safety cones until GSE and vehicle activities around the aircraft have


7.2 When not in use, place the safety cones in the designated storage area.

7.3 Post-fuelling Operation:

Conduct an inspection to ensure all hoses have been disconnected and stowed correctly.



8 FOREIGN OBJECT DEBRIS

8.1 Every person who is engaged in the work of servicing an aircraft shall inspect the aircraft

stand immediately after the aircraft has been serviced to ensure that no foreign object or

material that is likely to be hazardous to the operation of any aircraft is left on the aircraft

stand. Pick up and dispose the FOD in designated FOD bins.



9 FUEL SPILLAGE

9.1 Small spills that need no emergency action shall be cleaned up with use of oil absorbent or

rags and discarded properly. Saw dusts shall not be used.

9.2 In the event of an overflow of fuel from a hydrant pit, the aircraft fuelling operator shall

stop the fuel flow by releasing the deadman switch and pulling the lanyard to shut off the

hydrant pit quick release valve. If necessary, to activate CAFHI Emergency Stop Button.

9.3 Report any spills extending 4 m² to the Pilot-in-Command, the airline representative and /

or the ground engineer in charge of the flight.

9.4 Contact CAG ACC so that they can facilitate stand closure for cleaning purposes.

9.5 Contact CAG AES if not already done and verify whether to stop all activities around the

aircraft if spill is extensive.

9.6 Assist AES to secure the area 15 metres from the contaminated area until the affected area

has been cleaned up.

10 HIGH WIND CONDITIONS

10.1 Remove all equipment from around the aircraft and secure outside the ERA.

10.2 Remove and secure all loose items / equipment (e.g. engineering steps).

10.3 Suspend refuelling operations during severe thunderstorms according to respective fuelling

companies’ guidelines.

PART 8



RAMP SUPERVISION

1 INTRODUCTION

1.1 In alignment with IATA ground operations manual, it is recommended all ramp activities,

including, if applicable, those outsourced to subcontractors, to be overseen by a ramp

supervisory personnel.

1.2 If the airline appoints dedicated personnel for the supervisory role, the following is

recommended:

(a) Assigned personnel should be trained and qualified.

(b) Assigned personnel should provide oversight of personnel conducting

airside ramp operations.

(c) Assigned personnel should oversee the aircraft turnaround during

ramp/apron activities to ensure the aircraft is handled and serviced according

to IGOM or operator’s specific requirements. These duties may be combined

with another function/role.

(d) If applicable checklists are provided, they should be completed as

required by the individual assigned to provide oversight.

2.1 Supervision Scope

The supervision scope for aircraft arrival/departure operations should minimally cover the

following:

(a) Aircraft, vehicles and GSE operations and parking

(b) Arrival

(c) Baggage handling

(d) Cabin equipment

(e) Catering ramp handling

(f) Departure

(g) Interior cleaning

(h) Load control document accuracy

i. LIR

ii. Loadsheet

iii. NOTOC

iv. Other documents as applicable

(i) Load control and flight operations

(j) Marshalling

(k) Aircraft movement on ground

(l) Passenger services

(m) Passenger with Reduced Mobility

(n) Ramp fuelling/de-fuelling operations

(o) Ramp regulations



(p) Ramp services

(q) Ramp to flight-deck communications

(r) Staff conduct, behavior and operational practice, Personal Protective

Equipment

(s) Toilet services

(t) Towing cargo and baggage

(u) ULD and bulk loading and unloading of baggage and cargo

(v) Water service

2.2 The IGOM recommended checklist is appended below Annex VII.



Part 9

TRAINING AND COMPETENCY OF GSP PERSONNEL

1 SAFETY TRAINING PROGRAM

1.1 The objective of training is to ensure that personnel are equipped with the requisite skills, knowledge and attitude to complete their tasks in a safe and efficient manner. To ensure safety, quality and proficiency on the airside, the GSP shall minimally have the following training framework in place.

1.2 General

The safety training program applies to personnel performing the following functions on the ramp: (a) Refueling

(b) Line maintenance

(c) Ground handling operations

(d) Operation of vehicles and GSE e.g. tractors, belt loaders

(e) Supervision of ground handling operations.

1.3 Program Content

The safety training program shall have topics covering all of the following:

1.3.1 Safety Regulations

(a) Airside regulations

(b) Safe working and operating procedures

1.3.2 Hazards

(a) Aircraft and vehicle movements

(b) Jet blast

(c) Aircraft fuelling and fuel spills

(d) Adverse weather conditions

1.3.3 Human Factors

(a) Communications

(b) Stress

(c) Fatigue

(d) Situational Awareness

1.3.4 Airside Markings and Signage

(a) Roadways

(b) Aircraft parking stands



1.3.5 Foreign Object Debris (FOD)

(a) FOD detection

(b) FOD prevention

(c) FOD removal

1.3.6 Personal Protection Equipment

(a) Hi-visibility safety vest

(b) Protective gears

1.3.7 Emergency Situations & Reporting Procedures

(a) Fuel/hydraulic spillage

(b) Vehicular incident

(c) Aircraft incident

1.4 Functional Safety Training Program

Personnel shall, as appropriate to their job function, receive training on the applicable subjects in the following list:

1.4.1 Aircraft Handling and Loading

(a) Operating procedures

(b) Aircraft movement operations

(c) Securing of load, ULD, pallet/container dollies and baggage trolleys

(d) Docking and operation of equipment

1.4.2 Aircraft Ground Movement


(b) Aircraft movement operations

(c) Operation of equipment including (dis)connection procedures

(d) Airfield layout

(e) Standard phraseology

1.4.3 Passenger Loading Bridge


(b) Emergency switches & cut-offs

1.4.4 Aircraft Docking Guidance System/Marshalling


(b) Use of aircraft docking guidance system

(c) Hand signals



1.4.5 Refueling

(a) Operation procedures

(b) Safety during aircraft fuelling

1.5 Structure of Training Program

1.5.1 Format

The GSP shall ensure that personnel undergo theoretical, practical, on-job training and refresher/recurrent training. Evaluation shall be conducted at the end of training to ascertain the competency of staff.

1.6 Documentation

1.6.1 Training Materials

The GSP shall have a system for updating and documentation control of training material.

1.6.2 Training Records

The GSP shall have a system in place for the retention of training records for a period stipulated by the GSP.



PART 9

GSE MAINTENANCE PROGRAM

1 Preventive and Corrective Maintenance

1.1 The GSP shall ensure the GSE: (a) Is maintained at least in accordance with instructions and/or guidance from the GSE

manufacturer.

(b) Is serviceable and prior to being used in ground operations.

2 Treatment of Unserviceable GSE

2.1 The GSP shall ensure the GSE is removed from operations for repair or maintenance if unserviceable.

3 Documentation

3.1 The GSP shall have a system in place for the retention of maintenance records for a period stipulated by the GSP.

4 Airfield Vehicle Requirements

4.1 The GSP shall adhere to CAG’s airfield vehicle licensing regime.

5 Vehicles & Motorized GSE

5.1 Only personnel who are issued with a valid CAG’s ADP for that specific equipment / vehicle

type shall drive and operate the GSE.

.



ANNEX I

IMPORTANT CONTACT INFORMATION

Airside Control Centre

6603 4906

Airport Information

6595 6868

Airside Management Centre

6541 2273 / 2275

To report Airside incident /

accident

Fault Management Centre

6541 2424

To report building fault and

hazard

Airport Police

6546 0000

Airport Emergency / Fire Services

6541 2525

Medical Emergency

6543 2223

Fire Safety

6541 2535



ANNEX II

AIRCRAFT MARSHALLING SIGNALS

(Reference: IATA IGOM Chapter 4, Paragraph 4.8.4, 4.8.5, 4.8.6, 4.8.7, 4.8.8)

Give marshalling hand signals from a position forward of the aircraft while facing and within view of the

pilot.

Use illuminated torch lights / wands to improve the visibility of the hand signals in the following

situations:

Insufficient apron lighting

Poor visibility

Night conditions

When required by local Airport Authorities or regulations.

The hand signals are illustrated with the use of wands. The meaning of the signals remains the same

with bats, gloves and illuminated torch lights.

1. Marshalling Hand Signals (For Aircraft)

Identify Gate

Raise fully extended arms straight above head with wands pointing up, move hands fore and aft to

keep from blending into background.



Continue to Taxi Straight Ahead

Bend extended arms at elbows and move wands up and down from waist to head.

Slow Down

Move extended arms downwards in a “patting gesture”, moving wands up and down from waist to

knees.



Turn Right (From the Pilots Point of View)

With left arm and wand extended at a 90o angle to the body, right hand makes the come ahead signal.

The rate of signal motion indicates to the pilot the rate of aircraft movement desired.

Turn Left (From the Pilots Point of View)

With right arm and wand extended at a 90o angle to the body, left hand makes the come ahead signal.

The rate of signal motion indicates to the pilot the rate of aircraft movement desired.



Stop / Emergency Stop

Fully extend arms and wands to cross above the head.

Hold Position / Stand-by

Fully extend arms and wands downwards at a 45o angle to the sides. Hold the position until the aircraft

is clear for the next manoeuvre.



Proceed to Next Marshaller or as Directed by Tower / Ground Control

Point both arms upward, move and extend arms outward to side of body and point with wands to

direction of next marshaller or taxi area.

End Marshalling

Perform a standard military salute with right hand and / or wand to dispatch the aircraft. Maintain eye

contact with the flight crew until the aircraft has begun to taxi.



Fire

Fire – Move right hand in an exaggerated figure of eight (8), or a fanning type motion, from the

shoulder to the knee, while at the same time pointing with the left-hand wand to the area of the fire.

Set Brakes

Raise hand just above shoulder height with open palm. Ensure eye contact with the flight crew, close

hand into a fist. DO NOT move until receipt of thumbs up acknowledgment from the flight crew.



Release Brakes

Raise hand just above shoulder height with hand closed in a fist. Ensure eye contact with the flight

crew, open palm. DO NOT move until receipt of thumbs up acknowledgment from the flight crew.

Chocks Inserted

With arms and wands fully extended above head, move wands inward in a “jabbing” motion until the

wands touch.



Chocks Removed

With arms and wands fully extended above head, move wands outward in a “jabbing” motion. DO NOT

remove chocks until authorized by the flight crew.

Start Engines

Raise right arm to head level with wand pointing up and start a circular motion with hand, at the same

time with the left arm raised above head level point to aircraft.



Emergency Engine Shut Down

Extend arm with wand forward of body at shoulder level, move hand and wand to top of left shoulder

and draw wand to top of right shoulder in a slicing motion across throat.

2. Technical / Servicing Hand Signals – Ground Staff to Flight Crew

Only use manual signals when verbal communication is not possible.

Make sure acknowledgement is received from the flight crew on all occasions.

Connect Towbar:

Bring arms above the head and grasp forearm with opposite hand.



Air Up (Supply Pressurized Air for Engine Start):

Wave arms up and down from thigh to waist with palms up.

Connect / Disconnect Ground Power

To connect ground power:

Hold arms fully extended above head, open left hand horizontally and move finger tips of right hand

into and touch the open palm of left hand (forming a “T”). At night, illuminated wands can also be used

to form the “T” above the head.



To disconnect ground power:

Hold arms fully extended above head with finger tips of right hand touching the open horizontal palm

of the left hand (forming a “T”), then move right hand away from the left. DO NOT disconnect power

until authorized by the flight crew. At night, illuminated wands can also be used to open the “T” above

the head.

Affirmative / All Clear

Raise right arm to head level with wand pointing up or display hand with thumbs up, left arm remains

at side by knee.



Negative

Hold right arm straight out at 90

o from shoulder and point wand down to ground or display hand with

thumbs down, left hand remains at side by knee.

Interphones

Extend both arms at 90o from body and move hands to cup both ears.



Do not Touch Controls

Raise right hand above head level and close fist or hold wand in horizontal position, left arm remains at

side by knee.

Open / Close Stairs Forward / Aft

With right arm at side and left arm raised above head at a 45o angle, move right arm in sweeping

motion towards top of left shoulder.



3. Technical / Servicing Hand Signals – Flight Crew to Ground Staff

Brakes Engaged:

Raised arm and hand, with fingers extended,

horizontally in front of face. Hand is then closed to

a fist.

Brakes Released:

Raised arm, with fist clenched, horizontally in

front of face. Hand is then opened to an open

palm.

Insert Wheel Chocks:

Arms extended, palms outwards, and hands

moving inwards.

Remove Wheel Chocks:

Hands crossed in front of face, palms inwards, and

arms moving outwards.

Ready to Start Engine(s):

One hand raised with the appropriate number of

fingers stretched indicating the number of the

engine to be started.

All Clear:

Acknowledgement of all ground actions.



4. Pushback Hand Signals – Headset Operator to Tug Driver

Vehicle Brakes Off

Raise hand just above shoulder height with closed fist and ensuring eye contact with tug driver open

palm.

Clear to Push

Hold arm straight out at a 90o angle from the shoulder and display hand with thumb up. This indicates

to the tug driver that all equipment is clear of the aircraft, the chocks have been removed, the aircraft

brakes are off and the flight crew has given clearance to commence pushback.



Negative / Hold

Hold arm straight out at 90o angle from the shoulder and display hand with thumb down. This indicates

to the tug driver that the aircraft is not ready for pushback and to hold position.

Vehicle Brakes On / Stop

Raise hand just above shoulder height with open palm and ensuring eye contact with tug driver close

into a fist. At the end of the pushback also indicates to tug driver that aircraft brakes have been set.

Tug driver should return the signal to the Headset operator to confirm vehicle brakes set.



Slow Down

With hand at a 45

o angle downward to the side make a “patting” motion.

Change of Pushback Direction

Touch nose with finger and with arm at a 90o angle to the shoulder, point in the direction that the

aircraft needs to be turned to.



5. Pushback Hand Signals – Wingwalker to Headset Operator / Tug Driver

Clear to Move Aircraft

Raise one fully extended arm with wand straight above head and with the other arm and wand at a 45o

angle downward to the side.

Stop Movement of Aircraft

Fully extend arms and wands to cross above the head.



Hold Movement of Aircraft

Fully extend arms and wands downwards at a 45

o angle to the sides. Hold this position until it is clear

for the aircraft to move.



ANNEX III

AIRCRAFT ENGINE RUN-UP 1 Conditions and Responsibilities for Engine Run at Aircraft Stands

1.1 Aircraft engine run-up on the aircraft stands including the engine run-up stands is subject to

the approval from CAG Airside Control Centre.

1.2 It is the responsibility of the person conducting the engine run-up to ensure all equipment, vehicles and personnel are well clear of the slipstream and blast areas prior to commencement of and during the run-up. The personnel is to discontinue the run when any movement, including aircraft, behind the aircraft conducting the run is detected. In addition, the personnel is also to ensure the following during the engine run-up:

a) The aircraft wheels are adequately chocked and the aircraft cannot move forward

under any circumstances;

b) Where the engine run is carried out at the contact gates, the passenger loading bridge shall be retracted from the aircraft;

c) The aircraft anti-collision lights are activated and remain on during the entire

ground run period; and

d) The engine run is carried out in accordance to the permitted duration and power (e.g. idle power).

1.3 When ready to start, the person intending to conduct the engine run-up shall call the CAG

Airside Control Centre for approval on radio frequency VHF 121.9 MHz and thereafter, maintain a continuous listening watch until the engine run-up operation is completed.

1.4 The Duty Airside Controller may, even after approval has been granted, request the engine run-up to be discontinued if other operations of the airport are affected.

2 Location of Engine Run-up

2.1 Subject to the approval from CAG Airside Control Centre, engine run may be carried out at the following aircraft stands at Changi Airport :

(a) Contact gates – idle power engine run on one engine for up to 5 minutes only;

(b) Remote stands except stands 400 to 404 – idle power engine run up to 5 minutes only;

(c) Remote stands 400 to 404 – idle power permitted up to 5 minutes provided there is

no aircraft parked at aircraft stands D41 to D47;

(d) Engine run-up stands 606 and 609 – up to take-off power engine run for all aircraft types.



Please refer to the above diagram on the ground markings for positioning the nose wheel

for the various aircraft types operating into Changi to conduct engine ground runs. 3 3.1

Read back of Engine Run Approval The person conducting the engine run-up is required to read back the approval granted by Airside Control Centre. The read back is deemed to be his acknowledgement for the approval and condition of the run-up granted and his acceptance of the conditions and responsibilities stated in the paragraphs above.

4 4.1 4.2

Safety measures before and during engine run at 609 Prior to commencement of aircraft engine run, the Engineer responsible for the engine run shall turn on the anemometer to check the wind speed and direction to confirm that the wind direction indicator does not fall within the colored zones as indicated on the anemometer. In the event that the wind direction falls within the colored zones and the wind speed exceeds the limit indicated, the red warning light will be activated. The engineer shall than reduce engine power to idle or lower and inform Airside Control Centre on the change in engine power.



ANNEX IV

COMPASS SWING CALIBRATION (CSC) CHECK

1 The compass swing calibration (CSC) site located on taxiway NC2 behind stands 304 and

305 has been in operation since 10 April 2004.

2 Operating Hours of the CSC

2.1 The use of the CSC is allowed only between 0200LT and 0600LT.

3 Advance Booking

3.1 Airlines, aircraft operators or its handling agents are to provide at least 3 working days’

notice in writing to CAAS Changi Tower and CAG Airside Control Centre for booking of the

CSC site. Urgent requests with at least 1 working day’s notice in writing would be facilitated

on a case-by-case basis.

3.2 Booking for the CSC site is subjected to acceptance by CAAS Changi Tower and CAG Airside

Control Centre. Airlines, aircraft operators or its handling agents should not assume that

their booking in writing is accepted and they are to call the CAG Airside Control Centre at

least 24 hrs before the planned compass swing check to confirm acceptance of the booking.

4 Towing of Aircraft to CSC Site

4.1 Prior to the approved time for compass swing calibration checks, the towing crew shall

contact CAG Airside Control Centre on VHF 121.9 MHz for approval to tow the aircraft to

the CSC site. CAG Airside Control Centre shall coordinate the towing request with Changi

Tower.

4.2 Upon reaching the CSC site on taxiway NC2, the towing crew shall hold the aircraft with its

nose wheel at the stop bar position on the centreline of taxiway NC2 between N1 and N3,

depending on its direction of tow.

4.3 The towing crew shall inform CAG Airside Control Centre that the aircraft has stopped at

the designated stop-bar position on the CSC site and request for permission to commence

compass swing operation.

4.4 Upon receiving the clearance from CAG Airside Control Centre, the towing crew shall

immediately place an obstruction marker on each of the stop lines before intersections of

the taxiways N1/NC2 and N3/NC2 Each obstruction marker shall consist of :

(a) A safety cone of at least 0.5m in height and red, orange or yellow or any one of

these colours in combination with white;



(b) A chequered flag of at least 0.5m square and red, orange or yellow or any one of

these colours in combination with white mounted on the safety cone; and

(c) A red fixed light mounted in a conspicuous position on the safety cone

5 Closure of North Cross 2 (NC2) Taxiway

5.1 The portion of taxiway NC2 between N1 & N3 shall be deemed closed once permission has

been granted by CAG Airside Control Centre to commence compass swing calibration

checks.

6 Compass Swing Operations

6.1 It is the responsibility of the towing crew to ensure that :

(i) The aircraft does not collide with any aircraft or vehicles during the process of

towing and also during the CSC operations; and

(ii) The CSC site is cleared of obstructions prior to commencing the compass swing

calibration check.

6.2 The towing crew shall also ensure that the tow tug adheres strictly to the circle (marked in

broken white lines) in order to ensure that the towing aircraft is cleared of the aircraft

parked on stand 303 and 306.

6.3 The towing crew shall maintain continuous listening watch on VHF 121.9 MHz throughout

its compass swing calibration check.

6.4 The towing crew shall also ensure that continuous communication link

is established between the engineer in the cockpit and the tow-tug driver throughout the

compass swing calibration check.

7 Aircraft Movement on Taxiway NC1

7.1 When a B744 (code E) is carrying out the compass swing within the calibration site, only

aircraft types up to B744 (code E) can taxi on NC1 and there is no clearance for A380 (code

F) aircrafts to taxi on NC1.

7.2 When an A380 (code F) is carrying out the compass swing within the calibration site, there

is no clearance for B744 (code E) or another A380 (code F) aircraft to taxi on NC1.



7.3 During B744 aircraft compass calibration checks, when notified by CAG Airside Control

Centre that there is an expected A380 (code F) aircraft movement on taxiway NC1, the

towing crew shall immediately position the nose wheel of the aircraft on the semi circle

closer to the parking stands 304 & 305 in order to maintain maximum separation from

taxiway NC1.

7.4

During A380 aircraft compass calibration checks, when notified by CAG Airside Control

Centre that there is an expected B744 (code E) or A380 (code F) aircraft movement on

taxiway NC1, the towing crew shall immediately position the nose wheel of the aircraft on

the semi circle closer to the parking stands 304 & 305 in order to maintain maximum

separation from taxiway NC1.

7.5 Please see the summary of the safety separation on aircraft carrying compass swing and

aircraft taxiing along North Cross 1 taxiway.

Aircraft Type

in CSC site

Safety Separation

from a B744 on

North Cross 1 Taxiway

Safety Separation

from a A380 on

North Cross 1 Taxiway

B744 / Code E Yes No *

A380 / Code F No * No *

* The aircraft in the CSC site is to be positioned within the darker portion of the circle

to provide safety separation from the specific aircraft type.

7.6 Airline, aircraft operator or its handling shall be aware that the compass swing calibration

check maybe subjected to disruptions from time to time owing to aircraft movements on

taxiway NC1.

8 Completion of Compass Swing Operation

8.1 Upon completion of the compass swing calibration check, the aircraft must be positioned

on the centreline of taxiway NC2 between taxiway N1 and N3.

8.2 The obstruction markers (stated in para 4.4) are to be removed before calling CAG Airside

Control Centre on VHF 121.9 MHz for clearance to be towed from the CSC site. The

direction which the aircraft is facing (East or West) should be reported when requesting for

the towing clearance.



ANNEX V

GENERAL GUIDELINES ON WASHING OF AIRCRAFT

EXTERIORS IN CHANGI AIRPORT

1 Washing of Aircraft Exteriors in Changi Airport

1.1 Washing of aircraft exteriors is allowed at aircraft stands fitted with grease / oil separators.

The stands are:-

(a) Remote stands 103 - 104 (2 up to A380);

(b) Remote stands 205 - 209 (2 up to B747 / B773);

(c) Cargo stands 503 - 508 (6 up to B747 / B773); and

(d) At T3, the washing of aircraft (exterior) is subject to the following conditions:

i. Allowed only at A3 (up to B744), A4 (up to A380, B773 & ER), A16 (Up to

B744), A17 (up to B744), A18 (up to B772), A19 (up to B772), B3 (up to B744),

B4 (up to A380, B773 & ER);

ii. Only between 0100-0500 LT;

iii. Strictly no washing if the adjacent stand is occupied by an active aircraft with

passengers (minus 100 min from STD);

iv. To inform CAG Airside Control Centre before wash, providing details such as

the aircraft type / registration and stand number and expected duration of

activity; and

v. If the aircraft stand is found to be in an unsatisfactory condition after aircraft

wash, CAG shall engage a cleaning contractor to clean the aircraft stand and

charge the airline/ground handlers accordingly.

1.2 The washing of aircraft at aerobridge bays does not include T1 & T2.

1.3 The above shall apply in addition to the safety procedures of airlines/ ground handlers.

1.4 The above is subject to review from time to time and CAG reserves the rights to revoke /

amend the conditions anytime with ample notice to the airline / ground handlers.



ANNEX VI

IGOM RECOMMENDED CHECKLIST

S/N Action Remarks

1 Pre-flight brief conducted regarding flight requirement(s) and

services as needed

2 Pre-arrival check parking position free of Foreign Object Damage

(FOD), obstacles and/or spillage

3 Personnel wearing PPE available and ready

4 All GSE and personnel positioned outside the Equipment

Restraint Area (ERA)

5 Ensure guidance system is activated and marshaller(s)/wing

walkers correctly positioned as applicable

6

Personnel must stay clear of the aircraft, until anti-collision lights

have been switched off (exception applies if APU is not

operational)

7 Ensure aircraft chocked and coned

8 Ensure an arrival external check prior to approach of any ground

support equipment is done

9 Ensure equipment is properly positioned and operated (e.g.

guide rails)

10 Ensure cargo holds are offloaded and commodities correctly

handled as required

11 Ensure all cargo holds offloaded according to LIR and inspected

for damage

12 Passenger bridge and/or steps are set to correct height before

opening cabin access doors and all safety devices are installed



13 Aircraft cabin access door operated by authorized and qualified

persons

14

During passenger (dis)-embarkation, passenger movement

protected and guided in walkways between the aircraft and bus

or terminal

15 Passenger walkways clean of obstacles and free of undesired

contaminated substances

16 Fuel bowser/tank is properly positioned and escape route not

obstructed

17 Ensure FUEL SAFETY ZONES are respected

18 Ensure safety precautions for fuelling with passengers on board

or boarding are adhered to as applicable

19 Ensure on-load started and the person responsible for loading

oversight, such as a Load Master in possession of the LIR

20 Ensure condition of load inspected prior to loading

21 Ensure baggage and cargo loaded and handled in accordance

with the LIR

22 Ensure DG correctly handled, segregated, secured and stowed

23 Ensure holds are checked to verify load and locks/nets

configuration

24 Ensure load information is exchanged with all deviations noted

25 Ensure final load information provided to Flight crew as required

26 Ensure GSE removal procedures followed

27 Ensure final ramp inspection and aircraft walk-around check

performed



28 Chocks and cones removal procedures followed

29 Ensure departure sequence conducted as required

30 Ensure post departure activities conducted as required with

appropriate document retention

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